Internal-combustion engine.



. C. B, ASKEW.`

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAR. I3 i916- Patented July 4, 1916.

2 SHEETS-SHEET I.

C. B. ASKEW.

INTERNAL coMBusTloN ENGINE.

APPLlcATloN FILED MAN. 13, 191s.

Patented July 4, 1916.

Maw@

' CHARLES B. AsKiew, or cnrcaeo, ILLINOIS.

, To all whom t muy concern:

Bel it known that I, CHARLES B. ASKEW,

4a citizen of the United States, residing atv Chicago, in the county of Cook and State of llinois, haveinvented certain new and useful Improvements in `Internal-Combustion Engines, lof which'th'following is a specii y, ication.

yThis invention relates 'to internal combustion engines andmore `particularly to means for. supplying a combustible charge for utili- Y zation in such engines.`

'l ,The most commonly used methodlof Vsupplying a combustible mixture toa gas engineis to ,employa'carbureter, or what is *sometimes termed a mixing valve, in Which I, a freadily'l-vaporized l'hydro-carbon vfuel is ,mixed with a moving column of air, the y t 'for downstroke ofthe, engine, piston.

movement fof. air andfuel being induced by the vacuum tendency mcidentto thev suction rn systems of this sort it has been found impractical tov use .fluids lother than .compara- .example as the distillate `commonly known y as gasolene. These lighter oils', such as gaso- 1 lene, are the .products Iof continued distilla-I- tions of the natural crude mineral oils. Because of the cost 'of the process through which the crude oil must pass in reaching v the degree of reinementnecessary for utilization in carbureters of the common type,

and the enormous demands forsuch oils,

its market price is necessarily high. Hydrocarbon oils of lower grade are `much more difficult tovaporize, but are correspondingly lower in cost, since they require al less degrec of refinement. These lower grades of hydro-carbon oils are heavier than gasolene, and for use in the usual form of oarbureter would require the addition of considerablelheat-to permit vaporization.-L f It is the purpose of-myinvention to provide an apparatus which will permit the .utilization in `Jgas engines of the heavier, less expensive grades ofy oil, suoli as kerosene, and others, havingv still-less susceptibility tol vaporization.A

.. In its general aspects my invention coin-- prises an apparatus forsupplying under pressure a combustible liquid, such ashydro- `carbon oil, either of a heavy grade, or of lheavy grade mixed with a lighter grade,

through anatomizing nozzle which is positioned to project `the spray Iinto the intake i `INTERNALCOMBSTION ENGINE.

l e Specification of Letters Patent.

` l Patented .mit 4, i916.

pplicaton file d March 191,6. Serial No.` i83,734.l 'v

'throttlingof 'the engine being secured by jected into the intake duct.

A further object of my invention is to provide 'an apparatusadapted -to handle without; alterations either a light, readily varying the proportion of the spray; provaporized'oil, aheavy, less easily vaporized oil, or amixture of both,thus enabling the operator to yreadily start the engine in extremely-,cold weather and to operate the engine on either grade of fuel when the other grade is not availablefor supply.v

A Still other objects will become. apparent v ,vto 'those skilled in the art from a consideration of the following description and drawing, whereim- E A Figure l is a side elevation of a diagramy .tively light hydro-carbon oils,whichreadily., vaporize at normal temperatures, such for'` matic layout of my-apparatus shown in connection with `a four cylinder gasolene auto- .mobileengine Fig.24 is a verticaldiametric Asectional view through the chamber of the apparatus showing its lcon- 'nection to the intake pipe of a gas engine.

vaporizing rand light-oil tank L, the surplus mixture not used bythe engineV being returned to the pumping apparatus through the pipe' 12, and the 'oil in the mixture pumpedba'ck to *the tank H through pipe' 13.l

- The vaporizing chamber comprises a cylindrical drum shaped casing 14 at one end of which is formed ya pipe sectionlj, for inlos sertion in the intake duct 1G of-a gas engine indicated in dotted lines atl` 17. A passage way 18 provides communication between the pipe section 15 and .theinte'ri'or v19 of the' spray chamber. The opposite` end oi the drum shaped casing 14 is cpveied bya. re-

movable head 20, in which is mounted an atomizing nozzle 21, positioned to lie-in d1- rect alinement with the passage-Way 18. To throttle the size of the opening in the passage-Way 18, and regulate the amount of fuel sprayed through the opening, have provided `a disk 22, mounted on lthe inner end of the spindle 23, which is journaled within a tubular'projection 21 carried by the head 20. A portion of the periphery of the disk 22 is cut avvay, at 25, to provide a free passage of the atoniized spray of fuel from the nozzle 21 through chamber 19 into duct 18 when the rotatable valve or disk 22 is in the position as indicated in Fig. i. Obviously rotation of the disk through the medium of the spindle 23 opens or closes the passage ivay 18 to any desired extent.

The fuel and air pumping apparatus 11 comprises a four cylinder pump positively gear driven by a connection 2G, from a rotating part of the engine. The liquid fuel handling cylinders 27, 28, are of approximately the same size, whereas the air cylinder 29 and surplus fuel handling cylinder 30 are considerably larger. Each of the cylinders 27 and 28Yis provided with an individual sump, or supply Well 27', 28', into which lead the pipes 31 and 32 connected respectively to the tanks L and H. j The air and surplus fuel handling cylinders 29-and 30 are provided with a conimon sump 33,*the intake ,34 of the surplus fuel handling pump extending very close to the bottom of the sump, Whereas the intake 35 ofthe air pump connects with the top 'of the sump. The surplus fuel handling pipe 12, heretofore referred to, is tapped into the bottom of the vaporizing chamber, as at 36, and communicates at its other end 37 with the bottom lof the sump Pipes 38, 39, lead respectively from the oil pumps 27, 28 to a common pipe 40, which extends up to a T 41, into which also leads pipe 42, which communicates with the delivery of the air pump 29. From the opposite end of the T a short pipe 43 leads to the spray nozzle 21 A butterfly throttle valve 43, is provided in the intake 16 below the connection with the vaporizing chamber 19 and is provided.

with a lever 44 which is connected by means of a link 45 to the lever 4G on the outer end of the throttle spindle 23. Operation of the spindle from a convenient point within the reach of thedriver of the car is secured by link connection with the lever 47. From the arrangement shown in Fig. 2, it Will be obvious that the throttle valve 22 is so connected with the air control throttle 43, that both will be Wide open simultaneously and will be opened or closed proportionately.

A cross connecting pipe 48 joins pipes 31 and 32, and is provided with a valve 4:9, similar valves 50 and 51 being provided respectively in pipes 32 and 31 so that if desired, communication may be shut olf with either one of the two tanks and the other tank will then feed to both oil pumps 27 and 28 simultaneously. Thus by cutting off i'calve 50 and opening valve 31.9, light oil Will be fed into both the oil pumps 27 and 28, Whereas if valve 51 is closed and valve 50 opened, heavy oil will be fed into both of the pump' cylinders.

Having describedin a. general Way, apparatus such as may be'used for carrying out my invention, it will be obvious that the pump operating in timed relation to the en- Igrine, will at all times pump an amount of fuel proportional to the speed of the englne.

This amount or quantity of fuel is deterthe aperture 18 Acommunicating With the in- 'take of the engine.

Throttling is secpred by interposing in the spray or steam of fuel the .disk valve'22, the surplus then being drained back to the sump 33 through pipe 12. The surplus oil flowing into; sump 33 is drawn through the intake 34 into cylinder 30 and then returned throughppe 13 to the heavy oil tank. The inlet 3'5 for air pump 2S) is positioned at the top of the sump 33 so that it will draw such gas as may sepa- I rate from the mixed returned fuel and en rich themixture.

Whe-reas I have illustrated and described a single embodiment of my' invention it is obvious` that various changes mav be made therein Without departing from the spirit and scope of the appended claims.

Having described my invention, What I claim is: A

1. The combination with an internal combustion engine intake duct having an aperture therein, of means for projecting a spray of liquid fuel into said aperture, and adjustable means for diverting a portion or all of the spray from passage through the aperture.

2. rlhe combination with an internal combustion engine intake duct having an aperture therein, of a fuel supply, of means for projecting a spray of liquid fuel into said aperture, adjustable means for diverting a portion or all of the spray from passage through the aperture and means for returning the fluid in the diverted portion of the spray back to the supply.

3. Means for supplying a combustible .charge to an internal combustion engine,

comprising an intake duct,V means for pro- 4. The combination with aninternal combustion engine, of an intakeduct, means for projecting a spray. of fuel linto vsaid duct comprising a pump having a capacity for supplying an amount of fuel at no time less` vthan the maximum amount the engine 1s said duct without affecting the volume of' the Spray- 5. The combination with an internal combustionengine of an intake duct, means for .projecting a spray of fuel into said duct comprising a pump driven by said engine and' having a capacity for supplying an amount of fuel at no time less than the maximum amount the engine isA capable of and opening for diverting a'portion or al1 passage through the of vthe spray from Openings.

copiefot this patent my be obtained toi' ive cents each, by addressing the "Commillioner ot Intenta,

7 The combination With'an internal combustion engine intake duct having. an. aperture therem, of means for projectlng a spray of liquid fuel into said aperture, adjustable means for diverting av portion or all of the spray from passage through the aperture, a throttle valve in said intake duct and means connecting said throttle valve and said adjustable means for operating them simultaneously.

8. In an apparatus for supplying a combustible charge to an internal combustion engine, the combination of. a fuel supply, an intake duct, a spray chamber communieating with said duct, a spray nozzle in said chamber, a pumping apparatus driven from the engineand comprising a liquid fuel pumping cylinder, an air pumping cylinder, and pipes connecting the discharge of said cylinders with the said nozzle, a surplus pumping cylinder, a pipe connecting the lntake of said surplus pumping cylinder with the bottom of the spray chamber, a

pipe connecting the discharge of said surplus pumping cylinder with the fuel supply, and adjustable means for diverting a portion or all of the spray from passage through the aperture.

In testimony whereof I hereunto set my hand in the presence of two subscribing witnesses.

CHARLES B. ASKEW.

In the presence of STANLEY' W. Cook,

MARY F. ALLEN.

Washington, D. c." 

